Internal-combustion engine.



No. 878,936. PATENTE'DFEB. 11, 1 908.

P. P. CARRIER.

INTERNAL COMBUSTION ENGINE;-

APPLIOATION FILED JAN. 26, 1907.

3 SHEBTSSHEET 2 INVENTOR 1n: norms Psrzns co., wnsumanm. n c.

PATENTBD FEB. 11 P. P. CARRIER.

ION ENGINE;

INTERNAL GOMBUST 3 SHBETS-SHEET 3.

APPLICATION FILED 3111.26, 1907v 10. E IN VENT'OR v W/TNEssEs ZOK/VEYS.

FREDERICK P. CARRIER, OF EDGERTON, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters I atent.

Patented Feb. 11, 1908.

Application filed January 26, 1907- Serial No. 354.191

To all whom it may concern:

. Be it known that I, FREDERICK P. CAR- RIER, a citizen of the UnitedStates, residing at Edgerton, county of Rock, and State of Wisconsin,have invented new and useful Improvements in InternaLCombustion Engines,of which the following is a specification.

My invention relates to improvements in internal combustion engines.

The object of my invention is to simplify the construction of the valvecontrolling mechanism and render the same more compact, whereby the gearwheels may be housed within the crank case, the fly wheels brought closeto the crank case bearings, and provision made for readily adjusting thecam or rplni oving the bearing of the valve actuating s a t.

Afurther object of my invention is to improve and simplify the governingmechanism.

In the following description reference is had to the accompanyingdrawings, in which,

Figure 1 is a vertical sectional view of an internal combustion engineembodying my invention. same. Fig. 3 is a detail side View of the footpiece for the valve actuating rod. Fig. 4 is a top view of the footpiece. Figs. 5 and 6 are detail front and side views of the governortrip. Figs. 7 and 8 are detail Views of the igniter trip in the samerelations as Figs. 1 and 2 but on a larger scale. Fig. 9 is a detailView of the igniter in its relation to the trip arm. Fig. 10 is a detailend view of the independent bearing piece.

Like parts are identified by the same reference characters throughoutthe several views.

The engine casing 1 is provided with an exhaust valve 2 which isnormally operated from the crank shaft 3 through the speed reducing gearwheels 4 and 5, shaft 6, cam 7, foot piece 8, rod 9, lever 10, and valvestem 11 which is depressed by the lever 10 against the tension of thespring 12 when the cam 7 lifts the foot piece 8 and rod 9. The spring 12lifts the valve stem and valve and restores them to normal position assoon as the cam 7 permits. The gear wheels 4 and 5 are located withinthe engine casing 1 and the bearing for the shaft 6 is not formeddirectly in the casing but in an independent bearing member comprising asleeve 14 which projects loosely through a Vertical elongated aperturein the casing, and a flange 15, which is secured to the casing by screws16. The

Fig. 2 is a side elevation of the.

two lower screws extend through slots 19 in the flange 15 so that byremoving the upperv screw and loosening the lower ones, the bearing maybe lifted sufficiently to disengage the gear wheels and permit arelative readjustment of the cam by rotating the shaft and cam to thedesired point of adjustment.

The foot piece 8 is provided with an arm 20, pivoted to the casing at 21and an arm 22, connected with the casing by a spring 23.

It is also provided with an antifriction roller 24 seated in a suitablesocket and mounted" on a bearing pin 25 in position for contact withthecam 7. A- key pin 26 looks the bearing pin 25 to the foot piece. The rod9 is linked through an aperture 27 in an upwardly rojecting ear 28 onthe foot piece.

The fly wheel 30 is provided with a centrifugal governing weight 81pivoted to the fly wheel at 32 and having its other end 'connectedtherewith by a spring 33. When the speed of the engine is excessive theweight strikes an arm 34 of a trip lever 35 which is pivoted to thecasing at 36 and this causes the upper end of the trip lever to swinginwardly and engage a catch 37 on the foot piece when the latter israised by the cam, thus holding the foot piece in a partially raisedposition with the exhaust valve open. hen the speed of the engine isreduced sufficiently to permit a retraction of the governing weight, alifting of the foot piece by the cam to its extreme raised position willrelease the trip lever, and as its lower end projects laterally at anangle from the pivot, its weight causes the upper end to swing outwardlyand permit a depression of the foot piece to normal position.

The igniter trip is supported from the rod 9 by a bracket 40 to whichthe trip lever 41 is pivoted at 42. One arm of the trip lever isconnected with the bracket by a spring 43 andan adjusting rod 44 whichis threaded in a nut 45. A set screw 46 limits the movement of the leverunder the tension of thespring 43. The other arm of the trip lever 41carries a lip 48 which, when the rod 9 is lifted, engages theoscillatory block 49 of the igniter plug and lifts this block againstthe tension of the spring 50 until the block swings out of the path ofthe trip, when the block snaps back to its original position. Theigniter is of ordinary construction and therefore need not be describedwithparticularity as it will be understood that the movement of theblock 49 is transmitted by an insulated plug pin to make and breakelectrical circuit through electrodes within the cylinder.

The under surface of the lip 48 is angularly faced and when the rod 9 isdepressed, the trip lever 41 is oscillated and the lip 48 pushedoutwardly against the tension of the spring 43 until the lip passesbelow the block 49.

It will of course be understood that the cam 7 is formed to lift the rod9 sufficiently to operate the trip on the up-stroke prior to the openingof the exhaust, the cam having a trip operating projection a and aprojection 17 of greater radius for operating the exhaust valve, lever10 is loosely connected with valve stem 11 so as to permit the initialmovement without actuating the valve.

The bearing member 55 near the upper end of the rod 9 is swiveled to thecasing at 56, and the upper end of the rod is provided .with anadjustable member 57, preferably formed of hardened material, andvadapted to regulate the time at which the exhaust valve 2 opens bymoving the cap 57 up wardly on the rod 9. The exhaust valve will beopened earlier in proportion to the increased length of the rod 9,whereby a shorter upward movement will operate the valve.

To prevent the governing weight 31 from striking ar1n'34 of thegoverning trip lever with excessive force, I provide a positive stop 59preferably in the form of a projection of the spokes of the fly wheel30, and the governing weight also has an outward projection with arubber bumper 60 that strikes against the stop 59.

The stop 59 is on the opposite side of the governing weight 31 from thatoccupied by the trip lever 35, the projection 34 on the latterprojecting partially over the governing weight so as to be struck by thecurved outer surface of the latter. As the stop 59 is located on one ofthe spokes of the fly wheel, it is always in the path of the bumperprojection 60 when the latter moves outwardly, and it is so positionedthat when the part 60 is in contact therewith, the outer end portion ofthe governing weight will bear upon the projection 34 and move againstthe same with a sliding wedging pressure, thereby throwing the upper endof the trip lever inwardly as above explained. By limiting the outwardmovement of the governing weight so that the latter, at the point ofcontact with the projection 34, will be traveling in a direction nearlyparallel with the contacting surface, it is obvious that the trip leverwill be actuated gradually and witho ut shock.

The outer surface of the governing weight is curved substantially in thearc of normal rotation and is adapted for contact with the arm 34 of thetrip lever throughout nearly its entire length. This permits a variationarm l l 1 l l avaeae an in the position of the cam within the intervalduring which the foot piece is lifted without requiring anyre-adjustment of the weight or the trip lever, since the interval duringwhich trip the lever will be actuated by the weight is prolonged inaccordance with the length of the weight.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent is,

1. In an internal combustion engine having an exhaust valve operatedthrough a cam driven from the crank sh aft by speed reducing gearing,the combination with the cam supporting shaft and a valve operating camrigidly affixed thereon, of an independent bearing member for suchshaft, mounted in an elongated aperture in the engine casing andconnected with the gearing within the casing, and means for rigidlysecuring the bearing member to the casing, said bearing member beingadapted to be lifted to disengage the gearing without removing it fromthe casing, when the securing means are adjusted to release the member.

2. Inan internal combustion engine having an exhaust valve operatedthrough a cam driven from the crank shaft by speed reducing gearing, thecombination with. the cam supporting shaft and a valve operating camrigidly aflixed thereon, of an independent bearing member for such shaftmounted in an elongated aperture in the engine casing and provided with.a flanged connecting piece provided with slots for the reception ofconnecting bolts or screws, adapted to permit the bearing member to belifted sufliciently to disengage the gears when the belts or screws areloosened.

3. In an internal combustion engine having an exhaust valve operatedthrough a camv driven from the crank shaft by speed reducing gearing,the combination. with the cam supporting shaft extended through the engine casing-said gearing being located within the casing and said camexterior th ereto ;-of a valve actuating rod connected with the exhaustvalve, a cam actuated foot piece pivoted to the engine casing andconnected with. said rod, a controlling lever pivoted to the casing,with one arm adapted to engage the foot piece, and the other armpositioned to hold the lever by gravity normally out of engagement withthe foot piece, and a governing weight connected with the crank shaftand pivoted to swing centrifugally against a portion of said lever ;saidlever being so positioned that when. struck by the governing weight, itsupper end will swing into the path of the foot piece and hold it inraised. position; together with an igniter trip carried by the valveactuating rod, and comprising a bracket on the rod, a bell crank tripconnected therewith, a spring connecting one of the trip with thebracket, and an adjusting screw on the bracket limiting the movement ofthe trip arm.

4. In an internal combustion engine having an exhaust valve providedwith a spring actuated stem adapted to hold the valve normally in closedposition, the combination of a valve actuating lever, a rod providedwith an adjustable cap and adapted to move axially into contact withsaid lever, one end of said rod being linked to a supporting foot piecepivotally connected with the engine casing and the other end of said rodhaving a bearing member swiveled to the engine casing and a cam drivenfrom the engine shaft and arranged to actuate said foot piecevertically.

5. In an internal combustion engine having an exhaust valve providedwith a spring actuated stem adapted to hold the valve normally in closedposition, the combination of a valve actuating lever, a rod providedwith an adjustable cap and adapted to move axially into contact withsaid lever, one end of said rod being linked to a supporting foot piecepivotally connected with the engine casing and the other end of said rodhaving a bearing member swiveled to the engine casing and a cam drivenfrom the engine shaft and arranged to actuate said foot piecevertically, together with a stop adapted to positively limit the outwardmovement of the governing weight.

6. In an internal combustion engine having an exhaust valve operatingthrough acam driven from the crank shaftby speed reducing gearing, thecombination with the cam supporting shaft, of a valve actuating rodconnected with the exhaust valve, a cam actuated foot piece, pivoted tothe engine casing and connected with said rod, a controlling leverpivoted to the casing, with one arm adapted to engage the foot piece,and the other arm positioned to hold the lever out of path of the footpiece and hold it in raised position.

7. In an internal combustion engine having an exhaust valve operatingthrough a cam driven from the crank shaft by speed reducing gearing, thecdmbination with the cam supporting shaft, of a valve actuating rodconnected with the exhaust valve, a cam actuated foot piece, pivoted tothe engine casing and connected with said rod, a controlling leverpivoted to the casing with one arm adapted to engage the foot piece andthe other arm positioned to hold the lever out of engagement with thefoot piece, a governing weight connected with the crank shaft andpivoted to swing centrifugally against a portion of said lever ;-and astop rotating with the governing weight and adapted to limit its outwardmovement,- said lever being so positioned that when struck by thegoverning weight its upper end will swing into the path of the footpiece and hold it in raised position, and said governing weight beingprovided with a lever contacting surface curved substantially in the arcof normal rotation and adapted for contact with the lever substantiallythroughout its length. r

In testimony whereof I afiix my signature in the presence of twowitnesses.

FREDERICK P. CARRIER.

\Vitnesses:

JOHN SPENCER, RoY F. W RIGHT.

